The steel trade is one of the backbones of global commerce, and almost every bulk cargo vessel of a certain size will, at some point carry a cargo of steel products. For General cargo vessels, this is just a usual cargo in any event. Today, the world population uses 1.6 billion tons of steel for construction purposes each year. That's enough to build 100,000 Panamax class vessels annually. Yet, this otherwise remarkably durable and strong material is susceptible to rust and corrosion over short periods of time when exposed to the elements. In this article, we address the manner in which owners/members can protect themselves against receivers' claims for the delivery of steel cargoes that have suffered rust damage prior to loading. The carriage of steel is a major part of global trade, and significant to members in the bulk and general cargo vessel markets Starting Point – The Load Port – Which safeguards can be employed? Before a vessel loads a steel product cargo anywhere in the world, P&I clubs generally recommend a pre-loading steel survey (PLSS). This is carried out by a surveyor nominated by the club and his task is to provide an accurate and extensive report on the state of the steel cargo before shipment. Extensive details are reported as to the exact state of rust damage(light/moderate/ severe) to the steel products, and if more severe damage is observed (including damage referred to as "pitting" – where small holes appear in the steel) photographs are taken to show the extent of this damage. The PLSS is then passed to the owners, charterers, shippers, and the club for review before any bill of lading is issued to the shippers. The purpose of this is to allow the master and owners to consider whether the damage is substantial and whether it would be inappropriate to issue a "clean on board" bill of lading for the steel cargo to be loaded. Unfortunately there is no exact and binding authority applicable across the board on what level of rust or